U.S. patent number 8,493,024 [Application Number 12/776,911] was granted by the patent office on 2013-07-23 for apparatus for pulse charging electric vehicles.
This patent grant is currently assigned to WFK & Associates, LLC. The grantee listed for this patent is Waldemar F. Kissel, Jr.. Invention is credited to Waldemar F. Kissel, Jr..
United States Patent |
8,493,024 |
Kissel, Jr. |
July 23, 2013 |
**Please see images for:
( Certificate of Correction ) ** |
Apparatus for pulse charging electric vehicles
Abstract
Disclosed is a method and apparatus for charging electrically
powered devices. In accordance with the invention, the device is
powered by two storage devices. One storage device is capable of
receiving a substantial charge very rapidly while the other storage
device requires a longer time to receive a charge. The advantage is
that the powered device can be used almost instantly and
continually while at the same time rebuilding electrical
charge.
Inventors: |
Kissel, Jr.; Waldemar F.
(Gainesville, FL) |
Applicant: |
Name |
City |
State |
Country |
Type |
Kissel, Jr.; Waldemar F. |
Gainesville |
FL |
US |
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Assignee: |
WFK & Associates, LLC
(Gainesville, FL)
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Family
ID: |
44914656 |
Appl.
No.: |
12/776,911 |
Filed: |
May 10, 2010 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20100320965 A1 |
Dec 23, 2010 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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12548837 |
Aug 27, 2009 |
8179091 |
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12134722 |
Jun 6, 2008 |
7906935 |
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60942389 |
Jun 6, 2007 |
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Current U.S.
Class: |
320/109 |
Current CPC
Class: |
B60L
53/14 (20190201); B60M 1/36 (20130101); B60L
53/32 (20190201); B60L 5/40 (20130101); B60M
1/10 (20130101); B60L 5/42 (20130101); Y02T
10/7005 (20130101); Y02T 90/12 (20130101); Y02T
90/121 (20130101); Y02T 10/70 (20130101); B60L
2200/34 (20130101); Y02T 10/7072 (20130101); Y02T
90/14 (20130101); Y02T 90/128 (20130101) |
Current International
Class: |
H02J
7/00 (20060101) |
Field of
Search: |
;320/109 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Williams; Arun
Attorney, Agent or Firm: GrayRobinson, P.A. Colitz, III;
Michael J.
Parent Case Text
CROSS REFERENCE TO RELATED APPLICATIONS
This application claims priority to and is a continuation in part
of application Ser. No. 12/548,837 filed on Aug. 27, 2009, now Pat.
No. 8,179,091, issued May 15, 2012, and entitled "Method and
Apparatus for Protecting Charging Devices from Surges and Lightning
Strikes." This application also claims priority to and is a
continuation in part of application Ser. No. 12/134,722 filed on
Jun. 6, 2008, now Pat. No. 7,906,935, issued Mar. 15, 2011, and
entitled "Method and Apparatus for Charging Electric Devices,"
which in turn claims priority to provisional application Ser. No.
60/942,389 filed on Jun. 6,2007 and entitled "Method and Apparatus
for Charging Electric devices". The contents of all these
applications are fully incorporated herein by reference.
Claims
What is claimed is:
1. A system for rapidly charging electric vehicles comprising in
combination: a vehicle having four wheels, an individual electric
motor associated with each of the four wheels, whereby each wheel
is independently powered by the associated electric motor; a series
of pulse charged super capacitors stored within the vehicle and
adapted to be rapidly charged and un-charged, a series of ultra
capacitors within the vehicle and adapted to be slowly charged and
un-charged, the pulse charged super capacitors and the ultra
capacitors being in electrical communication; a roadway including a
series of raised charging segments, each charging segment being
powered by an associated superconducting electromagnetic energy
storage device (SMES); a circuit associated with each charging
segment, each circuit having an opened position wherein the
charging segment receives charge from the associated SMES and a
closed position wherein the circuit is grounded; a saddle extending
downwardly from the vehicle, the saddle being in electrical
communication with the pulse charged capacitors, the saddle adapted
to be positioned about and in direct contact with the raised
charging segments within the roadway while the vehicle is in
motion; a sensor for placing the circuit into the opened position
when the saddle is in direct contact with a charging segment,
whereby the pulse charged capacitors are charged via the charging
segment and the associated SMES.
2. A system for rapidly charging electric vehicles comprising in
combination: a vehicle powered by an electric motor; a series of
pulse charged super capacitors stored within the vehicle and
adapted to be rapidly charged and un-charged; a roadway including a
series of raised charging segments, each charging segment being
powered by an associated superconducting storage device and an
associated circuit, the circuit having a first position wherein a
charge is delivered to the charging segment via the associated
superconducting storage device; a saddle extending downwardly from
the vehicle, the saddle being in electrical communication with the
pulse charged capacitors, the saddle adapted to directly contact
the raised charging segments within the roadway while the vehicle
is in motion; a sensor for placing the circuit into the first
position and charging the pulse charged capacitors only when the
saddle is in direct contact with a charging segment.
3. The system as described in claim 2 wherein the superconducting
storage device is a superconducting electromagnetic energy storage
device (SMES).
4. The system as described in claim 2 wherein the vehicle is a four
wheeled vehicle and an electric motor is associated with each of
the four wheels.
5. The system as described in claim 2 wherein the vehicle further
includes a series of ultra capacitors within the vehicle that are
in electrical communication with the pulse charged super capacitors
and wherein the ultra capacitors are adapted to be slowly charged
and un-charged.
6. A system for rapidly charging electric vehicles comprising in
combination: a vehicle powered by an electric motor; a series of
super capacitors stored within the vehicle and adapted to be
rapidly charged and un-charged; a roadway including a series of
raised charging segments, each charging segment being powered by a
separate superconducting power source; an electrically conductive
saddle associated with the vehicle, the saddle being in electrical
communication with the series of capacitors, the saddle adapted to
directly contact the charging segments within the roadway while the
vehicle is in motion to thereby power the capacitors and vehicle; a
sensor for selectively powering the charging segments only when the
saddle is in direct contact with a charging segment.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
This invention relates to a method and apparatus for charging
electric devices. More particularly, the present invention relates
to a system for rapidly charging an electric vehicle via a pulse
charge.
2. Description of the Background Art
The use of electrically powered vehicles is known in the art. For
example, U.S. Pat. No. 3,637,956 to Blackman discloses an
electrical automobile transportation system. The system embodies
exposed electrified conductors on the road and electrical current
collectors on the vehicle for contacting the road conductors. The
electrified conductors supply electrical energy to the vehicle for
power.
Another example is U.S. Pat. No. 3,914,562 to Bolger. Bolger
discloses an electrically driven vehicle that has suitable
batteries to drive the vehicle on conventional roads. The vehicle
also has means for receiving power from a conductor embedded in a
prepared roadway for driving the vehicle and for charging the
batteries.
Another electric vehicle is disclosed in U.S. Pat. No. 4,139,071 to
Tackett. Tackett discloses a roadway having a smooth road surface
for vehicles and means for transmitting electric current through
the road surface to electrically operated vehicles traveling
thereon.
Although each of the referenced inventions achieves its own unique
objective, all suffer from common drawbacks. Namely, the referenced
systems require substantial time in order to fully charge the
vehicle. Yet another problem associated with these electric powered
vehicles is the cost of providing a continuous set of electrified
rails along every foot of the roadway. Continuous electrified rails
consume large amounts of energy and are inefficient. There is a
need in the forgoing systems for a means of rapidly and efficiently
charging an electric vehicle to thereby eliminate the need for
stopping the vehicle for purposes of receiving power. There is also
a need to provide such power via discrete power supplies along the
length of the roadway. The present invention is aimed at overcoming
these deficiencies.
SUMMARY OF THE INVENTION
It is therefore one of the objects of this invention to provide an
electrically powered vehicle that is powered from discrete and
discontinuous electrical contacts embedded at spaced distances
along a roadway.
It is an additional object of this continuation to use intermittent
charging stations, in lieu of continuous charged electric
rails.
It is another object of this invention to rapidly charge an
electric vehicle via a pulse charge.
It is another object of this invention to provide an electrically
powered vehicle that is equipped with a bank of high capacity high
voltage capacitors to enable the vehicle's batteries to be quickly
and efficiently charged.
Still yet another object of this invention is to provide an
electrically powered vehicle with a rapidly charging battery or
capacitor which is secondary to a larger battery.
It is a further object of this invention is to open the electrical
circuit between the battery and capacitor during the charging
process to minimize damage in the event of a lightning strike or
power surge.
The foregoing has outlined rather broadly the more pertinent and
important features of the present invention in order that the
detailed description of the invention that follows may be better
understood so that the present contribution to the art can be more
fully appreciated.
Additional features of the invention will be described hereinafter
which form the subject of the claims of the invention. It should be
appreciated by those skilled in the art that the conception and the
specific embodiment disclosed may be readily utilized as a basis
for modifying or designing other structures for carrying out the
same purposes of the present invention. It should also be realized
by those skilled in the art that such equivalent constructions do
not depart from the spirit and scope of the invention as set forth
in the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
For a fuller understanding of the nature and objects of the
invention, reference should be had to the following detailed
description taken in connection with the accompanying drawings in
which:
FIG. 1 is a schematic representation of a vehicle constructed in
accordance with the subject invention.
FIG. 2 is a side elevational view of a vehicle and associated
roadway surface constructed in accordance with the present
invention.
FIG. 3 is a perspective view of a roadway constructed in accordance
with the present invention.
FIG. 4 is a perspective view of a roadway constructed in accordance
with the present invention.
FIG. 5 is a sectional view of an alternative embodiment of the
system of the present invention.
FIG. 6 is a plan view of a road way employed in an alternate
embodiment of the present invention.
FIG. 7 is a perspective view of an alternative embodiment of the
present invention.
FIG. 8 is a elevational view of an alternative embodiment of the
present invention.
Similar reference characters refer to similar parts throughout the
several views of the drawings.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The present invention relates to a method and apparatus for
charging electrically powered devices. In accordance with the
invention, the device is powered by two storage or charge receiving
devices. One of these devices is capable of receiving a substantial
charge very rapidly while the other device requires a longer time
to receive a charge. The advantage is that the powered device can
be used almost instantly and continually while at the same time
rebuilding electrical charge. The present invention further relates
to a system for protecting the charging device from being damaged
from an electrical surge, such as from a lightning strike.
Electric Vehicles and Charging Stations
FIG. 1 is a schematic diagram illustrating the various components
of the primary embodiment 10 of the present invention. As
illustrated, the invention relates to a vehicle 20 that includes
four independently operating wheels 22. In the preferred
embodiment, these wheels are each powered by independent electrical
motors 24. An electrical power supply, described below, routs
current to each of the motors to permit the independent rotation of
each wheel 22. In the alternative, one single electric motor can be
used to power all four wheels.
With continuing reference to FIG. 1, it will be seen that the
vehicle 20 further includes a contact pole 26 that extends
downwardly from the rear of vehicle 20. Although this is the
preferred location for contact pole 26, those of ordinary skill in
the art will appreciate that pole 26 can be positioned at other
locations around vehicle 20. A retraction assembly 30 is also
provided for raising or lowering pole 26. Assembly 30 is such that
it can selectively move contact pole 26 between a first stored
orientation and a second deployed orientation. In the stored
orientation, pole 26 is preferably located within the body of
vehicle 20. FIG. 2 illustrates contact pole 26 in its second
deployed orientation. In this orientation, pole 26 preferably
extends down far enough to make contact with roadway 28.
The batteries of the vehicle are described next in conjunction with
FIG. 1. The vehicle is ideally supplied with one device for rapidly
receiving charge 32 and one or more longer charge storage batteries
34. Devices that can be rapidly charged generally suffer from the
fact that they also quickly dissipate charge and, therefore, are
not ideal for prolonged electrical storage. Conversely, slower
charging batteries are generally capable of storing electrical
charge for prolonged periods of time but also take longer to
accumulate a sufficient charge.
In one preferred embodiment, device 32 is a bank of high capacity
high voltage capacitors that are capable of being fully charged in
as little as 30 seconds. Those of ordinary skill in the relevant
art will appreciate suitable high voltage capacitors that will
suffice for this purpose. Furthermore, device 34 is any suitable
storage battery. One acceptable storage battery is an advanced
ultrathin organic radical polymer battery ("ORB"). Other organic
polymer batteries will also suffice for this purpose. For example,
U.S. Pat. No. 4,869,979 to Ohtani et. al. discloses the general
construction for a organic polymer batter that may be employed in
conjunction with the present invention.
The roadway 28 forms another component of this inventive system. As
illustrated in FIGS. 2 and 3, the roadway 28 includes a series of
discrete and embedded electrical conductors 36 which are each
positioned within corresponding slots 38. The conductors 36 are
discrete in that the present invention obviates the need for a
continuous electrical conductor of a substantial length. Rather,
the system 10 of the present invention can be carried out with
electrical strips 36 of a foot or so in length. The distance
between successive conductive strips 36 is indicated by reference
"D" in FIG. 4. This distance can be several feet or yards in
length.
A series of several strips would constitute a single charging
station. FIG. 4 is a depiction of a single charging station. The
distance between successive stations could be several miles. The
capacity of the storage battery chosen will depend, in part, on the
average distance between these charging stations.
The individuals conductors 36 that make up a charging station can
be interconnected via a common ground wire for the purpose of
delivering a suitable electric charge. Alternatively, each strip 36
can be interconnected to its own power source.
In use, and as shown in FIG. 2, as vehicle 20 is traveling down the
road, contact pole 26 can be placed into the extended orientation
by the driver. In this orientation, when the driver drives over
conductors 36, contact pole 26 will dip down into slot 38. Contact
pole 26 preferably includes a slight curve to bring it in contact
with conductor 36. Both the high voltage capacitors 32 and the
storage batteries 34 can be charged during this contact. When the
vehicle leaves the charging station the driver can retract the
contact pole 26. During the charging process, capacitors 32 charge
first. Thus, being at the higher voltage, the capacitors 32 then
transfer most of their electric charge to the storage batteries 34.
This transfer can occur with pole 26 in either its extended or
retracted orientation. After traveling a few thousand feet or a few
miles the vehicle 20 can again travel over into a charging lane as
shown in FIG. 3. The design of the lane directs the vehicle into
position for the contact pole 26 to again drop down into the
charging trench 38. Raised lane guides 42 may be included for
guiding a vehicle 20 into the charging area.
The process of charging capacitors 32, and then having the
capacitors 32 charge the storage batteries 34, continues until the
batteries 34 are full. As vehicle 20 moves along it will use
electricity which will deplete storage batteries 34. When batteries
34 are sufficiently depleted, vehicle 20 can again enter a charging
station. Here, vehicle 20 will again get re-supplied as pole 26
contact conductors 36 in the roadway 28. This contact will charge
capacitors 32, which in turn, will charge the storage batteries
34.
Capacitors 32 could also be charged by another capacitors in the
roadway. The onboard capacitors 32 could also be used to accelerate
the vehicle 20 from stop or to a higher velocity faster than could
the storage batteries 34. The vehicle 20 can operate at higher
speeds thereby depleting the battery faster by knowing the battery
is being recharged repeatedly without stopping. This method could
also be used to reduce the number of batteries thereby reducing the
cost and weight of vehicles.
Thus, the present invention is directed to a method of repeatedly
recharging an electric powered vehicle without stopping by
receiving a very rapid supply of electric energy from a vehicle
contact with the road that thereby rapidly charges an onboard set
of capacitors (or other such device such as a fuel cell) While the
vehicle continues in motion, the capacitors (or other such device
such as a fuel cell) charge the batteries and could also, if
desired, provide electric direct to the motors until all its energy
is released. Soon the vehicle is receiving another electric charge,
the capacitors are filled and the batteries are charged again.
This process continues as an ongoing process. When a vehicle such
as this stops then the contact pole will make contact with an
electric supply provided and both the capacitor and battery are
charged simultaneously while parked.
The present invention also relates to an electrified roadway that
is electrified to provide electric to vehicles upon contact only on
an intermittent basis. Instead of providing continuous electrified
rails, overhead cables, or wires in a road bed running for miles,
the electric roadway may have electric contact power supply rails,
or wires ranging from a few inches or less on up to several hundred
feet but with non-electrified roadbed running for thousands of feet
or several miles between these electric contact power supply in the
road as noted in FIG. 4. It is understood the contact and
transmission of electric between roadway and vehicle could be
accomplished in numerous ways.
It is understood, and it is also a claim of this invention, that an
electric powered vehicle could be provided with no capacitors but
have rapidly charging batteries. Presently some batteries can be
fully charged in 30 seconds. This means a vehicle would be charged
while in motion and the roadbed could be intermittently
electrified, but the vehicle would need to remain in contact with
the roadbed for a much longer time.
Surge and Lightening Protection
An additional aspect of the invention relates to protecting the
vehicle and the charging station from the adverse effects of a
lightning strike and/or power surge. The surge protection system is
disclosed in connection with the electric vehicle 52 depicted in
FIG. 5. As in the primary embodiment, vehicle 52 is driven by
separate electric motors 82 built into each wheel. In normal
operation, the electric motors 82 receive electric power from a set
of rapid charge batteries 56 (such as ultrathin organic radical
polymer).
Batteries 56, in turn, are intermittently charged by high capacity,
high voltage capacitors 54 (or circuits which accomplish the same
result) that are also on board vehicle 52. The vehicle receives its
electricity from an electrified intermittent rail segment 64 that
may also be referred to as a "charging station" or simply as the
"rail segment." Rail segment 64 itself is not charged when there is
no vehicle passing over it. If rail segment 64 was continuously
charged regardless of the presence of a vehicle, it would present a
strong attraction for lightning. It would also be a safety hazard
to anyone who happened to come in contact with it.
In order to facilitate the intermittent charging of rail segment
64, a closed grounding circuit 92 and switch 94 regulate the
current flow to rail 64. Rail segment 64 further includes a high
voltage feed capacitors 74 and an up-charge transformer 72 built
into the roadway. These devices are also regulated to stop the
current flow when rail 64 is inactive. The feed capacitor 74 and
the up-charge transformer 72 together provide the high voltage
charge from the high voltage transmission/distribution lines 66
that bring power directly from a generating station. Turning these
devices off during periods of inactivity saves energy and prevent
overheating.
In use, a signal is sent to rail segment 64 when the vehicle 52
gets within a specified distance. This can be achieved via an RFID
signal, radio signals, or a GPS receiver. Once the signal is
received, a switch 86 closes a circuit 68 to put
transmission/distribution lines 66 into electrical communication
with the up-charge transformer 72. This allows the roadway feed
capacitors 74 to begin charging. Vehicle 52 then subsequently
passes over the rail segment 64. Thereafter, when the entire rail
segment 64 is under vehicle 52 several circuits are triggered. This
can be achieved via an RFID sensor or contact switch. Once
activated, switch 94 opens up a ground circuit 92. Additionally,
switch 88 closes circuit 76. Circuit 76, in turn, connects roadway
feed capacitors 72 to rail segment 64.
Next, as the vehicle mounted contact brush 62 approaches rail
segment 64, switch 84 opens the energy transfer circuit 58 that
connects the vehicle mounted capacitors 54 to the onboard vehicle
batteries 56 and motors 82. As all of this happens vehicle
batteries 56, electric motors 82 (and associated control circuits)
are protected from lightning strikes and power surges. Moreover,
rail segment 64 is isolated from the ground so it can receive and
hold a charge. Rail segment 64 also becomes completely protected
from lightning because it is completely covered by vehicle 52.
Thus, in the event vehicle 52 was hit, it relies upon the "faraday
cage" effect to harmlessly divert the lightning to the ground.
As the vehicle continues forward the vehicle mounted contact brush
62 loses contact with the rail segment 64. As a result, switch 84
closes to permit circuit 58 to download high voltage through
appropriate circuits that step voltage down from the capacitors 54
to the batteries 56. Additionally, switch 86 of circuit 72 opens to
cease electrical communication between transmission/distribution
lines 66 and transformer 72. Switch 88 also opens on circuit 76 so
the capacitors 72 are prevented from sending more charge to rail
segment 64. Finally, switch 94 closes on ground circuit 92 so the
rail segment 64 can dissipate any residual charge.
When the vehicle is parked batteries 56 and capacitors 54 can be
charged. When vehicle 52 is moving from 0 mph to 120 mph there is a
need for strong acceleration. To accomplish this, rail segment 64
could be temporarily replaced with a longer more traditional
electrified rail and the batteries 56 and onboard capacitors 54
could be bypassed to feed power directly from the rail to the
electric motors. When vehicle 52 is faced with a steep uphill grade
rail segments 64 can be placed much closer together and the
capacitors 54 can bypass batteries 56 to thereby feed a stronger
electric supply to the electric motors 82 so vehicle 52 can climb a
much steeper grade than it could otherwise do with just the direct
battery power.
In the event there is an electric power failure, a blackout, the
generating station loses power, there is a short circuit in a
system, there is a failure of the energy storing devices on board
an individual vehicle, there needs to be a backup power supply on
board each vehicle to prevent system disruption or shutdown.
FIG. 5 shows vehicle 52 equipped with high capacity capacitors 54,
and a rapid charge battery 56 and all the related equipment, but it
also has fuel cells a hybrid internal gasoline, diesel or bio fuel
powered combustion engine 96 that drives a generator that supplies
sufficient power through circuit 98 to the electric motors 82. This
allows individual vehicles and system as a whole to continue to
operate during a power failure or emergency of any sort such as a
storm, it has the additional benefit that vehicle 52 can operate
for extended distances when vehicle 52 is not on the electrified
roadway. This increases the flexibility and usefulness of the
vehicle.
Pulse Charging
An additional aspect of the invention relates to the rapid charging
of vehicles via the pulse charging system disclosed in FIGS. 6-8.
In this embodiment the roadway is a flat narrow surface with a
raised beam 120 down the center (note FIG. 6). At one mile
intervals there are charging strips 122 typically five feet long.
Somewhere in the vicinity of the charging strip is a charging
device 124. In the preferred embodiment, charging device 124 is a
superconducting electromagnetic energy storage device (SMES) (note
FIG. 7). A miniaturized SMES can also be employed. It is also
within the scope of the invention to utilize a compressor to cool
the SMES and to also push coolant through the associated
transmission line. It should be appreciated that an SMES is not the
only device capable of delivering this energy. Other charging
devices can alternatively be used, such solid state devices,
electromagnetic devices, and vacuum tubes.
SMES 124 is electrically connected to a central power source via an
associated high voltage transmission line 126 formed within the
roadway. SMES 124 is also electrically connected to an associated
charging strip 122. In this regard, each strip 122 may have an
associated SMES. Line 126 can be a supercooled superconductor
transmission line operating at 300 kv. The SMES receives the
electricity from transmission line 126 (or via a standard
electrical conductor) and accumulates the energy into an
electromagnetic field. SMES 124 may step up the power delivered by
line 126 to 700 kv. SMES 124 thereafter builds up the necessary
electromagnetic field. A 100 kv electric distribution back feed 130
can also be included.
The system also includes a switch 132, a controller 134, and a
grounding wire 136. At a first position, switch 132 closes the
ground circuit and opens the charging circuit. In this position,
voltage from SMES 124 is delivered to charging strip 122. At a
second position, switch 132 closes the charging circuit and opens
the ground circuit. In this position, voltage is not delivered to
strip 122, rather the circuit is connected to ground via wire 136.
A sensor can be employed, as described above, to open the charging
circuit when vehicle 128 is over a charging segment 122 and to open
the grounding circuit in all other circumstances.
FIG. 8 illustrates a vehicle 128 approaching a charging strip 122.
At position A, the vehicle 128 is not yet over strip 122 and
charging has not yet commenced. As such, charging circuit remains
closed. Thereafter, when vehicle 128 reaches position B, charging
circuit is opened and energy is released very rapidly from SMES 124
and into the associated charging strip 122. This is a pulse type
charge. The vehicle 128 utilizes a super capacitor 138 (note FIG.
7) that receives energy from the charging strip 122 via saddle 142.
Super capacitor 138 is preferably a series of pulse charged super
capacitors. Super capacitor 138 can be an electric double layer
capacitor or an electrochemical double layer capacitor. Such
capacitors have a very high energy density, often two to three
orders of magnitude greater than conventional capacitors. Super
capacitor 138 is preferably in electrical contact with a series of
high energy density ultra capacitors 140. Ultra capacitors are
currently sold by Maxwell Technologies of San Diego, Calif.
Capacitors 140 correspond storage batteries 34 in the foregoing
embodiment. Likewise, capacitors 138 correspond to rapid charge
batteries 32.
When at position B, charging strip 122 supplies charge to a
security saddle 142 mounted to the underside of vehicle 128.
Co-owned Application Ser. No. 61/221,701 entitled "Sensory
Stabilizer Saddle" discloses possible saddle configurations. In one
embodiment, saddle 142 is a c-shaped electrical conductor that
mates with the raised charging strip 122 in order to facilitate
charging. Energy can be transferred from strip 122 to saddle 142
via direct contact or friction, by coronal discharge, by induction,
by microwave, by laser, or by any physical or wireless transmission
of electricity. Finally, at position C, vehicle 128 has left the
charging station and circuit associated with segment 122 is
closed.
The following is a specific example of the disclosed pulse charging
system. Vehicle 128 is travelling 120 miles per hour along the
roadway. An electric vehicle typically requires 0.25 KWH of
electricity per mile. Vehicle 128 also needs electric power to
operate heating/A/C, computers, controls, electronic devices of the
passenger. Additionally, some charge is needed for transfer to and
storage within ultra capacitors 140 to keep them fully charged. The
power in the super capacitors 138 is used to operate the in-wheel
electric motors 144 (FIG. 7).
It is estimated 0.5 KWH of electric must be transferred at 1 mile
intervals to provide all these energy needs. With a vehicle
travelling 120 MPH with five (5) foot long charging strips 122 the
0.5 KWH of electricity must be transferred in approximately 50
milliseconds. The super capacitors 138 only need to hold 0.5 KWH of
energy. In order to transfer 0.5 KWH of energy SMES 124 will need
to supply approximately a 36 megawatt burst of power for 50
milliseconds. This can be 1200 kilowatts with 30 Amps of current or
any variation. The pulse does not have to be a flat supply. The
pulse could be building up to a peak in excess of 36 megawatts but
delivering in aggregate the amount of energy needed. The result is
that pulse charged vehicle 128 is operated directly from the pulsed
charge for one mile intervals. Ultra capacitors 140 are used as
back up energy sources on the guideway and as primary energy supply
when vehicle 128 is operating off of the guideway.
It is understood that the charging strip 122 could be of any
length, there could even be a series of charging strips each
charged in rapid succession from the same pulse charging device
124. Vehicle 128 could be operating at any speed. If vehicle 128 is
travelling slower than the time available for charge transfer is
longer. The distance between charging strips 122 does not have to
be a mile. This distance could be greater or less. All these
parameters are adjusted based on operating capacities, operating
capabilities, and equipment costs at various operating levels.
The present disclosure includes that contained in the appended
claims, as well as that of the foregoing description. Although this
invention has been described in its preferred form with a certain
degree of particularity, it is understood that the present
disclosure of the preferred form has been made only by way of
example and that numerous changes in the details of construction
and the combination and arrangement of parts may be resorted to
without departing from the spirit and scope of the invention.
* * * * *